Regulating means for internal-combustion engines.



A. L. RIKER.

REGULAIING MEANS FOR INTERNAL COIVIBUS`TION ENGINES.

APPLICATION FILED JUNE 8. 1903.

Patented Aug. 10, 1915.

4 SHEETS-SHEET I.

A. L. BIKER. I

REGULATING'IVIEANS FOR INTERNAL COMBUST| 0N ENGINES.

4 APPLICATION FlLED JUNE 8,1903. I 191.7. Patented Aug. 10,1915.

4 SHEETS-SHEET 2.

, y @y .j/Zim( W7 A. L. RIKER.

REGULATING MEANS FOR INTERNAL COMBUSTION ENGINES.

yAPPLICATION FILED JUNE 8,1903.

f Patented Aug. 10, 1915.

4 SHEETS-SHEET 3.

A. L. RIKEH.

REGULATING MEANS Foa INTERNAL coNIBusTloN ENGINES.

l* APPLICATION FILED IUNE 8.1903. L9M9?. Patented Aug. 10,1915.

4 SHEETS-SHEET 4.

. IILI IIfIllIl -i TED sTATEs-'PATENT oEEIcE.

ANDREW I.. RIKERC- or :BRIDGEPCRR CONNECTICUT, AssIGNoR To THELocoIvIoBILE COMPANY or' AMERICA, 0E NEW YORK, N. Y., A- coRroRnTIoN orWEST VIRGINIA.

REGULATING MEANS EoRi INTERNAL-CoNIBUsTIoN ENGINES.

Specification of Letters Patent. Patented Aug, 10, 191:5,

Application led .Tune l8, 1903. Serial-No. 160,470.`

T0 all whom it may concern:

Be it known that I, ANDREW L. RIKER, a

citizen of the United' States, residing aty like parts.

' either automatically by the governing de- My invention relates to:motor vehicles of the type employing what are known as 1nternalcombustion engines,-that is, `engines wherein a mixture of fuel and airis admitted to the engine cylinder land there` ignited in -suitablemanner, as by an electric spark, to furnish the operating powerfor --theengine and the vehicle.

While my invention is particularly adapted for motor vehicles in`connection with which I shall here illustrate and describe the same,obviously my invention may be used for furnishing power for any otherpurpose, if desired and adapted therefor.

My present invention, among otherthings, aims to provide improved meansfor throttlingthe combustible mixture for the engine,

vice, or manually, as may be desired, whereby a simpler, more eflicient`and otherwise improved result is obtained.

The nature of my invention will be more clearly understood from adescription and illustration of a specific embodiment thereof, such asillustrated in the accompanying drawings, wherein,- Y

Figure l, in vertical section, illustrates the device for mixing andcontrolling the supply of combustible for the engine; Fig. 2, ahorizontal section of a 'part thereof on the dotted line 2 2; Fig. 3, asectional detailillustrating the speed responsive governing device; Fig.4, a diagrammatic view illustrating the connection between theregulating deviceand the speed responsive governor, as well as with themanually controlled handle; Fig. 5, a detail showing thev throttle armsin side elevation, partially broken out; Fig. 6, a sectional detailshowing o ne form of treadle or vclutch controlled throttling valve;Figs. 7 and 8,details illustrating the valve walls and their partsdeveloped; Fig. 9,a similar view showing the two walls one behind theother; and', Fig. 10, a View illustrating, in side elevation a motorvehicle equipped with devices embodying my invention.

In the embodiment of my invention se-A where it is suitably connectedwith a sepal f rator, m, depending from the principal'casting, viz/,inwhich`the various working parts are preferably arranged. The bottom ofthe separator', m, isp-closed by a plug', m2, which is provided with avertical tubular extension ma, ianged outwardly at its top to fitclosely the bore of the separator, thus to compel fuel from the pipe,it, tov pass Y through the side openings, m4, in the said extension tothe interior thereof.l Any water which may be mixed with the fuelseparates therefrom in the'separator, m, and may be drawn off through acock, mx, in the bottom thereof. The fuel, after passing through `theseparators/m., rises through the opening,

m6, into the float chamber, m7, formed within the casting, m.` 'Iheentrance opening mfr; is controlled preferably by a ball valve, m5, onthe lower end of a valve stem, fm?,

which rises through the float chamber and V has threaded upon its upperend a stop guide, m10, which guides the valve stem in its verticalmovements. Loosely surrounding the valve stem, fm?, in the floatchamber, is the float, m12, which rises with the^fuel in the saidchamber and when the fuel reaches the proper level therein, said floatcontacting with the vbottom of the stop guide, m10, on' the valve steinreferred to, will lift the valvestem and its valve to close the valveopening, m6 and cut od further admission of fuel. AThe level of fuelinthe oat chamber thus maintained by thelioat, may be regu-l lated at willby threaded adjustment of the stop guide'on the valve stem, since theposition of the saidstop guide on the said valve stem determines thelevel at which the float will lift the valve to cut 0H further admissionof fuel. rI`he protruding end of the I shown inclosedin an inverted cup,m18, perforated at its top to receive the vertically sliding startingdevice, m14, normally retained in its elevated positionby thespring m15.By depressing this starting device, the valve stem may be manuallydepressed, to

open the valve, to admit additional fuel tok the oat chamber forstarting the engine, as will be hereinafter fully described.

At or near the bottom of the float chamber, m7, is an outlet passage,m16, which communicates with an annular chamber, n, surrounding theatomizing nozzle, n', screwedL into the bottom of the mixing chamber N.This atomizing nozzle, n', has a Vertical axial passage, n2, with whichthe outlet passage, m1, communicates through fone or more side openings,n?. vThe atomizing nozzle, n', is provided with an exteriorly taperedupper end, which is arranged within a central aperture, n4, in the lowerend of a throttle cylinder or cylindrical throttle, a5, arranged withinthe mixing chamber N, and adapted to be rotated therein bymeans of astem, n". `Within the cylindrical'throttle, 11.5, and immediately abovethe nozzle, n,

is an opposed deflecting cone, ns. The gen-.

eralconic'al surface of this cone, ns, is preferably stepped, as shown,thereby more effectually to dissipate and brbak up the mixtureprojectedagainst it. The mixing chamber, N, -near its lower end, isprovided with an air inlet, nf, and near its upper end, is provided withan outlet nl", and immediately opposite the opening, n10, thecylindrical throttle n.5, is provided with a corresponding opening, n,adapted when 'in proper rotative position to register with the saidopening, n10. Said throttle also has, at itsopposite side, an auxiliaryairA inlet opening, 71.12, tobe referred to. Rotation of the Atocylindrical throttle, ns, will thus open and close the opening n10, inthe side of the mixing chamber, but as the bottom of the cylindricalthrottle is above-the bottom of the air inlet opening, a9, the admissionof air dis nev cut off. The openingnl'at the uppernd of the mixingchamber N, see Figs. 1 and 2, is suitably connected by a pipe, als, withthe engine, E, Fig. 10, whereby the movements of the pistons therein, ina manner well understood by those conversant with the operation ofinternal combustion engines, will create a suficient vacuum to draw airinward through the inlet n, thence upward within the cylindricalvthrottle, drawing from the nozzle, n2, the liquid fuel which ismaintained therein at a level with l mixed with the air surrounding it,the combined mixture of fuel and'air passing thenceoutward through theopening, nl", to the engine, there to perform its work. As the atomizerdraws the fuel from the oat chamber, m7, the float .recedes with thelevel of fuel therein, and opens the valve ms, to admit a further supplyof fuel, the action being such that in practice the float maintains thevalve normally open sufficiently to insure a substantially continuousadmission of fuel both to the float chamber and also to the mixingchamber N. v

To start the engine, when there is no vacuum therein to'draw the air andfuel from the mixing chamber, it becomes necessary to provide othermeans for furnishing initially the required supply of carbureted air forthe first ignition. This may be accomplished in the apparatus described,by depressing the starting device, m14, Fig. 1, thereby depressingthe-valve stem, m9, and

, opening the valve m8, .to permit fuel gravithe air on its way to theengine, and furnishing a sufficient supply of-air or combustible to setthe engine in motion upon closing of the circuit leading to the sparkingdevices. Surrounding the throttle cylinder, v2.5, landJ between it andthe wall of the chamber N, is an adjusting cylinder, 100, provided atone side with a port or opening, 101, to coperate with the throttleport, 11,11, rand chamber exit, n10, said adjusting cylinder at itsopposite side having an auxiliary port, 102, Fig.'2, to copeate with anauxiliary air inlet opening, 1 3, in the chamber N, asl well aswith theauxiliary throttle opening w12. This adjusting cylinder, 100, has itshead, 104, mounted on the tubular stem, 105, which rises through theneck of the chamber' cap, N and receives upon its upper threaded end a,lock nut, 106. The chamber cap, N, is screwed into the top of thechamber, N, and so is the adjusting cylinder, 100, bev low it, so thatany tightening of the lock nut, 106, clamps the adjusting cylinderagainst rotative movement in and relative to the ports or openings insaid chamber.

Referring to Fig. 4f, the throttle stem n has fast upon its upper end alever or arm. 25, Fig. 5, to the end of which is jointed a returnAlever, 26. To an intermediate point in the return lever, 26, isconnected a rod, 27 which leads to an arm, 28, on the lower end of arod, p2", journaled in bearings at the side of the steering post, p30,and provided at its upper end with a handle, p31, shown in dotted lines,Fig. 4, by which said rod may be rotated in one' or theother direction.To the end of this same return lever, 26, is connected a rod, 107, whichleads to the arm, p19, ulcrumed at p20 and' having its inner end restingin the circumferential groove of the slidable collar, 2916, Fig. 3, ofaspeed responsive-governing device. This governing device may be of anysuitable type or construction. It "is sutlicient here to say that, inthe gov 'rnor illustrated, thecircumferentially grooved collar,

p1, cause the latter to receive corresponding rotation and as'the collaris rotated, itfis by its slot p and pin p18 moved vaxially of the shaft202. Thus, as the speed increases and the governor weight" move awayfrom thelaxis of rotation, tl outer end of the lever p19, is moved tothe right,. Fig. 4,

whereas if the speed decreases, the said parts j will move in anopposite direction or to the left, Fig. 4. The rocking head p9,.carries'yalso the contact head, p11 `carrying the sparking contacts whichcoperate with the Yfixed contacts or brushes p15, whereby the time ofsparking of the engine is controlled simultaneously with the regulationof supply of combustible mixture admitted to the engine.

Referring now to- Fig. 2, the openings 101, 102, in the' outer 0rmanually positioned adjusting cylinder n, are shown in their normal orrunning position, which are determined by experience, in the bestpositions for the particular engine and the .wor tol be performed. Theinner, governor-controlled throttle, 71,5, has its opening, n,overlapping the opening, 101, in the outer', adjusting cylinder; so thatas shown, there is free-exit of the combustible froml withinthethrottle, to the passage, 71.1, thence to theengine. As the speed ofthe engine increases, the governor responds through the connections`described, moves the rod 107 Fig. 4, to the right, and' swings thereturnlever, 26, about the end ot the rod 27 as a fulcrum, and therebyswings the arm, 25, to tukrn the throttle, n, in the direction of -thearrow,v 66, Fig. 2, more or less to out off the supply of combustiblevto the engine,` according to the vincrease in speed of the engine; andif the speed of the engine rises' sufficiently, said vthrottle will move-far' enough' to cause the wall of its opening, n11,to Alap the wall oftheopening, 101, in the outer adjusting cylinder, and

thereby completely out off the supplyof mixture to the engine.4 Thus, inthe ordi-l nary runnmglef the vehicle, the governorggg,

control is effected by movement of' the throttle withI reference to theopening in the stationary adjusting cylinder. lhen, however, it isdesired manually to .vary the speed of the vehicle, irrespective of thegovernor controlled speed thereo,fthe operator,

through the handle p31 referred to, may swing the return lever v26, inone or the other direction about the end of the rod, 107, as a fulcrumand thereby open or close the throttle ports-regardless of the positionof the governor and the rod, 107. lf the handie, p31, be moved to theright, Fig. 4, the

throttle will be rotated in a direction opposite ythe arrow 66, Fig. 2,thereby to enlarge'the opening through which the combustible mixturemaypass to the engine, and it matters not in what position the throttlelmay be when the handle p31 is about to be moved, any movement of thesaid handle to the right, Fig. 4, will turn the throttle in a directionopposite the ar-I row 66, and enlarge the port opening. to admitincreased supply lof combustible to the engine to cause the latter tospeed up. On the other hand, if the said handle, p31, be moved to theleft, Fig. 4, the throttle a5 will be turned in thedi-reotion of thearrow 66 and will reduce the area of the port open- .ing an, below thatfixed by the governor'.

For instance, as shown in Fig. 2, rotation of the throttle in thedirection of the arrow 66, will reduce that opening, and assuming thergovernor position of the throttle to bev one almost cutting off' thepassage 91.1, movement of the outer throttle in a direction opposite thearrow 66, will open the 'I supply of combustible to the engine. Thus, atany time, whether the vehicle be running fast or slow, and whether thegovernor is calling for a maximum or minimum supply of mixture forV theengine, the operator by the handle p31, may remove the throttle from7the control of the governor and varyV the opening either above or belowthat determinedby the governor. vI this adjust-l ing cylinder, when thusmanually moved, be permitted to remain in its new position,

the governor controlled speed of the ve-d hicle'is correspondinglychanged, since the governor thus operates relative to anew `'position ofthe adjusting cylinder. The

leading vertical or side walls of the throttlev lports n and n arepreferably made in-` clined, as best indicated in Figs. 8 and 9,

y/in' order that a more gradual opening andclosing may be had. 'If it befound that in either extreme position of the throttle, the port openingsare too large Aor ltoo small, the error may be corrected 'bv'adjustmentof the adjusting cylinder, -10i0,in the re:

quired direction, to shift theA positions o its ports 101 and 102.

' wheels are indicated at a, b for `.carrying l In Fig. 10, in thevehicle there sh`own, the

. off. Obviously, when the treadle is `mitted to rise, to throw in theclutch and usual manner the spring supported frame c with the body Cmounted thereon and indicated in dotted lines. The engine E mounted uponsaid frame c operates through a usual transmission gear at T, to drivethe jackshaft f, thence to the hubs of the rear wheels, b, this figuretypifying merely a vehicle to which my invention is peculiarlyapplicable. The transmission gear T, is operated from the engine E,through a usual clutch e3, which is under the control of the treadlefle. When the vehicle is to be started, the treadle shown is releasedand permitted to rise to throw in the clutch and to start the vehicle;the treadle vbeing depressed to throw out the clutch. As here shown,also, the brake 731, has its operating lever gaz, connected by a rod,gaa, with-the treadle fle, so that whenever said treadle is depressed torelease the clutch, the brake is by the same movement applied,proportionately to the degree'of depression of the treadle. Thus theclutch is thrown out and the brake set, by one and the same movement ofthe treadle, and the brake is released and the clutch 'thrown in also byone and the same, but opposite movement of said treadle. To provideagainst racing of the engine when the clutch is temporarily or otherwisethrown out, I have connected the said treadle, fm, by a rod, 110, withand to operate a suitable valve, here shown as a butterfly valve, 111,Figs. 10 and 6in the -engine supply pipe, whereby when the said treadle1s depressed to release the :clutch and apply the brake, the supply ofcombustib e mixture to the engine is also cut perrelease the brake, thevalve, 111, is oppositely moved to again admit combustible mixture tothe engine for the operation thereof. The adjustments of the variousconnections described, may be such as to provide any required order oftiming of the movements of the valve, 111, clutch and brake, so as topermit, if desired, either one to precede another or the others in itsor their movements. Odinarily, the engine, by the valve, 111, and theclutch will be cut out and in simultaneously, while the brake operationwill follow the cutting out and precede the cutting in thereof.

My invention obviously is not restricted to the use and embodiment hereshown and described, but may be varied as required for various uses andadaptations within the spirit and scope of my invention.

Claims: f 1. Regulatmg means for an internal combustion engine, the samecomprising a rotary throttle, combined governor and manual controllingmeans for rotating the same therefor, and a coperating throttleregulator arranged concentrically therewith and arranged for independentrotary adjustment. -p

2. Regulating means for an internal combustionengine, the samecomprising a mixing chamber provided with manually and governorcontrolled throttling means, and air and fuel mixing means arrangedwithin saidj throttling means and coperatingauxiliary air supplyingmeans communicating with said chamber and controlled by said throttlingmeans.'

3.- The combination with an internal combustion engine of a gas mixingchamber, a fuel admission passage leading therefrom to the engine,throttling means forsaid passage, combined manual and automaticcontrolling means for -said throttling means, an auxiliary air supplymeans for said mixing chamber, auxiliary throttling means for saidauxiliary air supply means, and means for controlling said auxiliarythrottling means.

4. Regulating means for anv internal combustion engine, the samecomprising a chamber, a rotatable throttle device in said chamber, andprovided with an opening and a throttle regulating device also in saidchamber and arranged concentrically within said throttle and by which tovary the throttle opening, one of said devices having an operating armfor moving it, and a plurality of actuators connected therewith forindependently operating it.

5. Regulating means for an internal combustion engine, the samecomprising a mixing chamber provided with fuel and air u mixing means, arotatable throttle device in said chamber and provided with an openpwith respect to said throttleand by which to vary the throttle opening,said throttle and regulating device having coperating openings, a wallof one of said openings being inclined to the coperating wall of theother opening, and said mixing means being substantially contained andoperating With.- in one of said devices.

6. Regulating means fon an internal combustion engine, the samecomprising a throttle, operating connections therefor, manualcontrolling means for said connections, governor controlling means alsotherefor permitting either a manually or governor similarly controlledopening and closing movement for the throttle, and adjustable, ixedthrottle regulating means.`

7. The combination with an internal combustion engine, ofa gas mixingchamber, a fuel admission passage leading therefrom to said engine, arotary hollow cylindrical throttle fvalve -Within said 4chamber andcontrolling said admission passage, a stem axially connected to saidthrottle, an arm connected toturn said stem, a speed governor connectedto said arm, and a separate controlling lever alsoconnected-.to controlthe fuel supply independently .of said governor.

8. The combination with an internal comloustion engine, of a fuelsupply'jpassage leading thereto, a rotary, cylindrical. throt-` tlevalve controlling the same, 'a supplemental airA supply passage alsoControlled by said throttle,vand a throttle regulator for varying theavailable area both of said supply passage and said air passage.

9. In an internal combustlon englne, thev combination ofa mixing chamberN-having a bearing for a rotary valvestem n, atubular throttle valvemounted thereon torotate within said chamber andhaving an aper- I itured end adapted to receive the nozzle of a fuel atomizer n2, and abaile cone as mounted upon the lower end of said valve stem injuxtaposition to said nozzle.

l 10. In an internal 'combustionl engine the combination of fuel supplymeans, throttling means therefor provided with an actu'- ating arm-25, aspeed governor for regulating said throttling means lhaving connectingdevices including a governor connected lever I' p1, a link 107,connected with said lever and I- as an arm 26 pivotally connected withthe lattera'nd said actuating arm 25T and manually controlled meansseparately connected with said arm 26 for independently4 operating thesame.- 11. In an internal combu'stlonA engme,

regulating means therefor, comprising a .fuel mixer chamberv N, anauxiliary air supplying chamber 103 and' throttling devices intermediatethel same and said "mixing chamber comprising the concentricallyarranged rotary throttle n and throttle regulator 100 each `providedwith coperating openings.

12.'. In an internal. `combustion engine, regulating means therefor,comprising a fuel mixer ,chamber N, an auxiliary air supplying chamber103 and throttling'devices intermediate the same' and said governorcontrolled connections also chamber comprising the concentricallyarl'ranged rotary lthrottle ns and\throttle regulator 100 each providedwith coperating openings, a wall of one of said openings being inclined.13. The combination with an internal combustion engine, of a gas mixingchambeiI having a main air supply and anA auxiliary air supply, a fuelpassage leading therefrom lto the engine, throttlingl means for said"fuel passage, throttling means for said auxiliary air supply, andcombined manually and governor controlled connections for said firstmentioned throttling means each for alternately and exclusively con-v..

trolling ysaid throttling means.

14. The combination with lan internal `combustion engine, of a gasmixing cham-I ber, a fuel admission passage leading therefrom to theengine, a main air supply, an auxiliary air supply, throttling means forsaid auxiliary air supply, manual control- 'ment of the throttle andadjustable fixed regulating means for regulating both the extent ofthrottle opening and Vthe supply v of auxiliary air.

In testimony whereof,- I have signed my name to this specification, inthe presence of two subscribing witnesses.

' ANDREW L. RIKER.

Witnesses:

l WM. S. TEEL, Jr.,

^ FREDERICK L. Emir.

